Car-truck.



C. H. HOWARD & H. M. PFLAGER.

CAR TRUCK.

APPLICATION FILED JULY 10,1911.

Patented SQpt. 24, 1912.

3 SHEETS-SHEET l E di n L l I I Il C. H. HOWARD L H. M. PFLAGER. CAR TRUCK.

` APPLICATION FILED JULY10,1Q11r 1 ,039,404, Patented Sept. 24, 1912 3 SHEETS-SHEET 2.

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C. H. HOWARD & H. M. PFLAGER.

- Patented Sept. 24, 1912 3 SHEETS-SHEET 34 a. u um N w .llll II'II g 1 1l n .n nm M 11 n u mm o wm, v0.9.1 o W m mw /N VEN TORS Mfr/vessie UNITED STATES PATENT, OFFICE.

CLARENE HOWARD AND HARRY M. PFLAGER, OF ST. LOUIS, MISSOURI, ASSIGNORS TO DOUBLE BODY AIBCELSTEEB, COMPANY, OF ST. LOUIS, MISSOURI, A CORPORATION OF NEW JERSEY.

Tol-allwlwm, it may concern Be it known that we, CLARENCE H. How- Ann and HARRY M. PFLAGER, citizens of the United States, residing at St. Louis, Mis souri, have invented a certain new and usefullmprovement in Car-Trucks. of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it apoertains to make and use the same, reference ing had to the accompanying drawings, forming part`jf this specification, in which- I l" Figure l is a plan view of a car truck of our improved construction. Fig. 2 is a vertical Section taken' approximately on the line 2 2 of F ig. 1. Fig. 3 is an enlarged transverse section taken approximately on the line 3--3 of Fig. 1. Fig. 4 is an enlarged vtransverse section taken approximately on the line it-4 of Fig. 1. Big. 5 is an end elevation of the truck.

Our invention relates to 'a railway car truck, our principal object being to provide a simple Atruck of thesix-wheel variety wherein great strength and rigidity is com bined with lightness of Weight, and which truck is particularly designed to receive a car body and under frame having a very deep center girder.

It is at present the general practice to equip standard passenger cars with under frames having a center girder of the lishbelly type, that is a girder wherein the central portion is much deeperA than the end portions, and such Construction necessitates a truck having a center bearing plate which is closer to the rails than are the center plates in trucks of ordinary construction, and to this end we have devised a truck wherein the center bolster or member carrying the center bearing plate straddles the middle axle, thus permitting the center bearing plate to ,be located in a plane below the ends of the center bolster and thusacconimodating the center bearing plate carried by the extra deep center sill.

Out invention further relates to the particular manner of mounting the generator of t e axle driven lighting device, and

.whic device must necessarily be placed very low in order to accommodate the extra deep center girder of the car under frame..

ur lnvention further consists in certain features of novelty hereinafter more fullv described and claimed.

Specification of Letters Patent.

Application filed .Y u1;7 10, 1911.

can-TRUCK lPatented. Sept. 2&1, 18H2n Serial No. 637,810.

The truck frame illustrated in the accom' panying drawings is of the same general type as the truck frame shown and described in United States Letters Patent issued to our assignee November 8, 1904, Serial No. 774,492.

In the present instance the truck frame comprises side rails or wheel" pieces l, end rails 2, transversely disposed tran'sonis 3 and 4 arranged in pairs, and arched axle guards 5, all of which parts are preferably cast integral.

The side rails 1- are preferably channelshaped in cross section with the horizontal flanges projecting inwardly, the end pieces substantially box-shaped in cross section, the transoms substantially channel-shaped in cross section, and the axle guards 5 substantially Z-shaped in cross section, although it will be readily understood that all of the parts just mentioned may be of any desired shape in cross section, as-for instance, I, T. L, or of inverted U-shape.e

We prefer to make the axle guards Z- shaped in crosssection with the lower flange projecting inward toward the longitudinal center of the truck frame to provide ample clearance for the wheel hubs and the upper ange of said axle guardlis turned outward to provide ample clearance for the sill of the car when the truck frame swings upon its pivot beneath the car under frame.

`rlhe greatest compression strains on the side rails 1 of the truck frame occur at the points approximately midway between their ends or at points immediately above the journal boxes of the center axle and to materially strengthen the side rails at their centers, the top horizontal 'flange of each side member is preferably widened and thickened at its center as designated by lBL thereby materially increasing the strength of said side member at its pivotal point. To further reinforce and strengthen the central portion of the side member a longitudinally disposed rib orstrengthening flange 1b is formed on top of the lower lviorivfntal member of the side rail at its center.

At the points where the pedestals are rttached to the side rails or wheel pieces 1, t bottom flanges of said wheel pieces are provided with integral lugs 1c that are per forated in order to receive the horizontally disposed side bolts utilized for attaching lsaid pedestals. Midway between these pairs of perforated lugs 1c are vertically disposed plates or brackets 1d that are' integral with the top flanges of the wheel pieces, and which plates or brackets are perforated so as to receive the horizontally dispsed center bolts'utilized for attaching the pedcstais.

(See Fig. 2.)

The side rails 1 ar"provided with horizontal perforations aitpted to receive the horizontally disposed'side bolts utilized for attaching the pedestals "and midway between these lugs lc upon the inside of said side rails are vertically disposed plat-es or brackets 1l which are perforated horizontally and adapted to receive the center bolts utilized in attachin the pedestals. This construction provi es 'ample strength for the side rails of the truck frame at the oints where the'- pedestals are attached, and does away with considerable Weight of the metal usually employed in forming a box like structure at t-he points Where the pedestals are attached.

.In order to accommodate the deep center girder of the car under frame, the central portions pf the end ieces 2 and the transoms 3 and 4 are epressed so that they occupyY approximately the same horizontal plane withfthe axles 6, and the depressed central portions of the end rails 2 are receased or Ao`set relative to the end portions ofyjsaid end rails as designated by 7. By tlliis recessing or offsetting the end rails of the truck frame, the nuts and ends of the bolts used.v infix' the center supporting arms a forthe outside hung brake beams at thcends of the truck frame, are protected from be battered and rendered unserviceable w en the truck frames are first assembled and run out of the shops onto side tracks prior to their beingpositioned beneath the car bodies'.

Heretofore it has generally been the practice to make truck frames with strai ht end rails, and after the trucks are assemb ed and run out onto side tracks the impact between the meeting ends ofa yair of trucks results in a battering 'downan conse ent injury to 'the projecting ends of the (iiblts and nuts used in attaching the center supporting arms for the brake beams, for these nuts, and the ends of the bolts project beyond the end faces of the end rails, and therefore, receive the full force of the buimg stresses between themeeting ends of a pair of truck frames, but where the central portions of said end frames are recessed or offset as herein shown and' described, ,the nuts and projecting portions, of the bolts are protected by reason of their being within or loe-v lhind the butng faces at the ends of the end'rails f 8 designatesl horizontally disposed pins resting in 'suitable seats 9 formed in the tops of tite' transoms 3 and 4 adjacent the ends thereof, and said pins serve as pivotal supports for the upper ends of stirrups 10, which extend downward between the transoms 3 and 4, and the corresponding pairs of these stirrups support the ends of transversely disposed spring planks 11.

By referring to Figs. 3 and 4 it will be noted that each spring plank 11 is bent so that its central portion occupies a horizontal plane substantially below the horizontal plane occupied by its ends, this peculiar shape being essential in order to provide suilicient space and clearance between the tops of the central portions of the spring planks and the under sides of the axles 6 or the longitudinally disposed brake rods and levers carried by the truck. In order to accommodate these brake rods and levers the central port-ion of the bottom fla 'e of each transom 4 is extended downward aI the center as vdesignated by 4, and an opening 4b is formed through the vertically disposed web of said transom 4 immediately above the downwardly extended portion 4 of the horizontal flange. Positioned upon the ends of these spring planks are elliptic springs 12 and supported thereby be' Ween the pairs of transoms 3 and 4 are the truck bolsters 13 of the usual construction. The ends of these truck holsters project slightly beyond the side rails 1 of the truck frame, and fixed to said projecting ends at each side of the truck frame are slde bearing arch bars 14 of the usual construction.

Formed on the outer face ofieach bolster 13 is a pair of chafing plates 15, and formed on the inner faces of the ltransoms 3 are corresponding chafing plates 16. The center beam or bolster utilized in connection with our improved car truck is of the saine general type as that shown in the patent issue to our assignee September 12, 1905, ,No. 799,085, and in the present instance the cen ter beam or bolster comprises a, pair of longitudinally disposed rails 17,'the ends of which rest upon the truck bolsters'13, and are provided with ears 18 adapted to receive bolts'or rivets' 19, and which 'latterextend downward into the bolsters13, thereby rig idly uniting said holsters 13 and therrails 17.

Formed integral with the central'pbrtions ofthe rails 17 and in a plane substantially be- ,low the tops thereof is a horizontally disposed plate 20 in the vcenter of which is formedan opening 21 through which-the king pin is adapted to pass.

f Formed integral with :the under side of this plate 20 is a pair of vertically disposed transversely extending webs 22-Wlhich are intended to strengthen and reinforce the central portion of the center beam or'bolster, and in order to accommodate 'the middle axle of the truck these webs 23 are spaced apart and straddle said middle axle (see Fig. 9). The lower edges of the vertically ico A1go I disposed web 22 are preferably strengthened by horizontally disposed flanges 23.

24 designates .the center bearing plate,

preferably 'bf-cast steel and which plate 1spositioned immediately on top of the plate. 20. The end portions of this center bearing plate fitl snugly between lugs or shoulders 25 formed-on top of said plate 20, and formed-through the center 'bearing plate 424; is a cent-rally disposed opening 26 which coincides 'with the o enin'g 2l. The center bearing plate 24 is rigidliy fixed to the plate 20 by means of bolts or rivets 27.

In Fig. 3 we have illustrated in dotted lines the' relative position of adeep centergirder, and inasmuch as theplates 2() and 24 are placedV as low as is practicable it will be seen t-hat the lower portion of the deep center girder when properly positioned occupies a position below the' plane occupied by the tops of the rails 17, and to permit the truck to swing laterally with respect to the fixed center girder the end portions of the rails 17 gradually diverge .from the center bearing plate. (See Fig. l.)

The center bearing plate 24 isfmade separate and is detachablyapplied to the plate 20 so as to permitof its'being adjusted vertically', and to permit of its being removedA -when worn from irse, and to be replaced by a new plate. ,A

In order to accommodate an extra deep center girder the axle driven generator of the lighting device must necessarily occupy a comparatively low plane, and to accomplish this end we employ the following construction: A pair of rails,- 28 are bolted to the lside rails Lat one end ofV the truck frame, and which rails extend through suitably ormed openings in the end portions of the corresponding 'rail 2. Set screws 29 are inserted through the ends of the end rail 2, and bear against the rails 28 to rigidly maintain them'in position, and fixed to the outer ends of said rails 28 are the outer ends of braces 30, the inner ends of which are fixed to the corresponding end rail 2. l

Depending from the projecting portions of the rails 28 are rods 31, and arranged for vertical adjustment on the lower portions of said rodi;v are transversely disposed barsv 32 upon the central portions of which is mounted a generator 33. A pulley 34 is applied V,to lthe adjacent axle 6, and connecting said pulley with the Apulley of the generator is abelt35.

The vertically adjustable bars 32 norrnall)7 occupy a horizontal plane wherein the top of the generator 33 occupies approximately thesame plane as that occupied by the top of thqadjacent end rail 2, and thus the end 4otlie truck frame carrying the axle driven generator is free to accommodate a center girder of extra depth.

A car truck of our improved const-ruction is comparatively simple, combines great strength and rigidity with ,lightness of weight, and isrespecially designed to be used in connection with the prevailing types of passenger cars and underrames wherein extra deep center' girders are generally' employed.

It will be readily` understood that minor changes in the size, construction-andcombination oi the various parts of our device may be made and substituted for those.liere in shown and described Without departing from the spirit of 'our invention, the scope of which is set forth in the appen'dedclaims.

We claim: i l

1. Ina car truck, the combination Awith truck holsters, of an H-shaped cent-er bolster detachably applied to'and supported-by said truck holsters, a center bearing plate detachably applied to the center memberv of said H-shaped bolster, and pairs ofsh'o'ulders on the end portions ofv said 'center member,

which shoulders engage the end portions of the center bearing ate.

2. ln a car truckt e combination withtruck holsters, of an H-shaped center bolster, a center bearing platedetachably applied to the center member of said center bolster,

l and pairs of lugs on the. end 'portions ot said center member which lugs engage thef4 end port-ions of the centerv plate;

3. In a car truck, an H-'shaped center' bolster theA center member-owhich is ofinverted U-'shape `in cross section andA lugs arranged in pairs-onithe lend of saidA center member whiclrlugs are adapted toengage. vthe ends of a center 'bearing lplate applied to said center member.'` j

4. In a car truck, an t-LshapedL center bolster the center member-'ofwhich is of inverted U-shape in cross section, and pairs Yof shoulders formed on the ends of said center member which shoulders are'adap'ted to engage the ends o f a center". bearingplatc applied to said center member.

5. In a car truck, the combin truck bolsters, of an-H-shapedjce the central web of which isof in shape in cross section with the to said central portion in a plan'e subs, ntially below the-plane occupied by the top of said center bolster, horizontally disposed strengthening flanges 'integral with the lower ends of the vertical legs of the 1nverted U-shaped tcentral portion, kpairs nof lugs formed Ionthetop plate of the central portion of said center bolster and a center bearing plate detachably applied to the top plate of said central portion, the end. p0rtions of which center bering plate are posiwardljy .fand perforated lugs and plates? transoms randf'vwheel fgu'ards, all of .whichi parts are formed integral, said end rails and,i .transmns fhaving depressed I central portions, .truck holsters yieldingly 'mounted betweenA [the transoms, a center bolsteidetachablyapplied tfixed to zand-.supported -by said truck bolster-s, the-vcent'ral-jporton of Vwhich center .i bolster is depressed relative to the remgi-g ing portion* of saisiV bolster so as to occupjy.:T

a plane substantiallybetow the plane occu-f piedby t-he top oihe'; nek -rameand the; top of .the center bolste-and azcenter bearing plate detachably nfpplied ,to Ythe de pressed centi-al .portion o gsaid center bolster. l

7. In a car truek,a`3 frame hevingg end rails, the central portions .of which are depreed, :and which central ortions are; recessed or off-setlvrelative to t e end portions of said .end rails.

8. 1n a carfcruck, a-truck frame having ani end railitheecentral portion-'of which is de-' pressed,v the end portions ofwvbich rail pro-i ject beyond :the face of the central portion ofsaidrend rail.

9. Iii-...a car. truck, atruck Iframe having sidelrail's','gperfora ted l integral therewithl .adapted to receive theurizontal side bolts;

utilized v -for attaching theykpedestals, and

perforated plates-between the pairs of lugs, which perforated plates are adapted to rte-5 'ceive pedestal attaching centerbolts. i

10. In a car 'truk,a truck frame having sidel rails substantially channel-shaped cros section with the flanges proJectxng informed'integral with said Aflanges for re-vl ceiving the bolts utilized for attaching theg 'pedestals 11. 1n a Vcar truck, a truck frame, cornprisinp,r side rails, thevcentral portions ofi; lwhich are reinforced, perforated lugs intehaving transom', the `central' portions off which are provided with openings adapted :to receive the brake rods and levers of said truck. 1

The herein described car truck traine comprising side railsfend rails, the-central portions of which are depressed .andl which toY central portions are recessed or .olf-set .rela- 'tive to their end portions, transoms, the-cen# tra] portions of :which are depressed, 'and wheel guards between the end rails and the transoms, which Wheel guards .are Varched land all `of which :parte ure formed integral.

`,14. The herein described-truck .frame .comprising wheel pieces, end rails the central portions .of which are depressed, transoms, the central portions-.of which'are depressed and provided-withsopenings adapted to.receive brake -rods and leversv of" the truck, and arched wheel guardsbetween the end rails and said transoms, .all of which parts are cast integral;v

comprising Wheel pieces, end rails andtransoms between the -wheel pieces, :the central portions'fof which t-ransoms are depressed and provided with openings adapted to receive the brake rods and levers of the truclL In "testimony whereof We hereunto aflix 15. Thelherein described car .truck fratrie l our signatiues in the presence of two Wit nesses, ltli-is'5th'day of July, 1911.

CLARENCE HOWARD. l .HAB- RY- M. .PFLAGER- 1, A Witnesses: Y Y

M. P. SMITH., A HAL C. BELLvILLn. 

